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>>Toyota Sequoia

Toyota Sequoia

Toyota Sequoia

Manufacturer	Toyota Motor Corporation
Production	2000–present
Assembly	Princeton, Indiana
Class	Full-size SUV
Body style(s)	4-door SUV
Layout	Front engine, rear-wheel drive / four-wheel drive
Related	Toyota Tundra

The Toyota Sequoia is a full-size SUV built by Toyota and based on their Tundra pickup truck. Introduced in 2000 for the 2001 model year, it was slotted in price between the mid-size 4Runner and the Land Cruiser. The Sequoia was nominated for the North American Truck of the Year award for 2001. Also, it filled the gap when the Land Cruiser was dropped for the Canadian market in 1995. The Sequoia is built at Toyota's Princeton, Indiana truck assembly plant and is currently sold exclusively in the United States and Canada.

First Generation (2001-2007)

First generation

Production	2001-2007
Engine(s)	4.7 L 240 hp V8 (2001)-(2004) 4.7 L 273 hp V8 with VVT-i (2005)-present
Transmission(s)	4-speed automatic (2001-2004) 5-speed automatic (2005-present)
Wheelbase	118.1 in (3000 mm)
Length	203.9 in (5179 mm)
Width	2001-02: 75.2 in (1910 mm) 2003-04: 78.0 in (1981 mm) 2005-07: 78.9 in (2004 mm)
Height	75.8 in (1925 mm) 2001-04 SR5: 73.6 in (1869 mm)
Fuel capacity	26.4 US gallons (99.9 L/22.0 imp gal)

The Sequoia was originally shown in car shows in 1999 and 2000, with full production starting in late 2000 as a 2001 model. Engine, driveline, and some sheetmetal components are shared with the Tundra, and shares the same basic chassis, with the exception of rear disc brakes and a more sophisticated multi-link live axle rear suspension. It received minor cosmetic updates for 2005 and gained a more powerful engine equipped with VVT-i, LED-backlit gauges, as well as a 5-speed automatic transmission, replacing the previous 4-speed. The Sequoia is slightly longer than the Land Cruiser, however, it is barely noticeable. At introduction it was larger than the Chevrolet Tahoe in most dimensions and similar in size to the Ford Expedition; its V8 engine was certified as Ultra Low Emission Vehicle. Frame assemblies and driveshafts are produced by Dana Corporation.

2005 Toyota Sequoia Limited

The Sequoia comes in two trim levels; SR5 and Limited. The SR5 starts at $32,820 while the more expensive Limited starts at $41,855. It is sold in both four-wheel drive and rear-wheel drive versions.

Second Generation (2008-)

Second generation
Production	2008-present
Engine(s)	4.7L V8 5.7L V8
Transmission(s)	5-speed automatic 6-speed automatic
Wheelbase	122.0 in (3099 mm)
Length	205.1 in (5210 mm)
Width	79.9 in (2029 mm)
Height	74.6 in (1895 mm)

Toyota unveiled the 2008 Toyota Sequoia at the 2007 Los Angeles Auto Show. It was designed to look more like it's platform counterpart, the Tundra. The model is based of the new Tundra, which was launched in February 2007. Improvements include an optional 381 horsepower 5.7 liter V8, optional power folding split third row seats, and larger dimensions in every area. The 2008 Sequoia comes in three trim lines: the SR5 and Limited, featured on the first generation, and the Platinum, which is new for Toyota. Pricing ranges from about $35,000 to $55,000 depending upon the trim line and configuration.

The base engine is the 4.7 liter 276 horsepower V8 featured on the previous generation, though a newer replacement may be in the works. The 4.7 liter is standard on the SR5, while the Limited and Platinum model comes standard with the new engine. Four wheel drive is available on all models.

The interior of the 2008 Sequoia has been completely redisigned, featured the new, somewhat controversial dash of the new Tundra. Typical options include DVD based navigation, a DVD entertainment system, and seat warmers/coolers in the front row and warmers in the second row, available in Platinum trim. The HVAC system includes sun sensors to appropriately adjust airflow for each side of the vehicle.

Seating arrangements are for seven or eight passengers, eight for SR5 and Limited models and seven for Platinum models. Power folding 60/40 split third row seats are available on the Platinum.

>>Toyota Sera

Toyota Sera

Toyota Sera

Manufacturer	Toyota
Production	1990-1995
Predecessor	Toyota AXV-II Concept
Class	Sport compact
Body style(s)	2-door coupe
Platform	FF layout
Engine(s)	1.5L 5E-FHE I4 110/6,400 (ps/rpm)
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	2300 mm (90.6 in)
Length	3860 mm (152 in)
Width	1650 mm (65 in)
Height	1265 mm (49.8 in)
Curb weight	930 kg (2050 lb)
Related	Toyota Tercel Toyota Paseo Toyota Starlet

The Toyota Sera was a two door coupe (2+2) built by Toyota solely for the Japanese market in the early 1990s, although enthusiasts in New Zealand, Bangladesh, India, Ireland, Australia, Canada, and the UK have since imported a handful of them. It was initially revealed as the Toyota AXV-II concept car in 1988, and was shown in almost production-ready form. The word Sera is a French word meaning "will be" which answers to the question why the car's design, shape and stock butterfly doors are so close to features of a concept car. The styling and layout of the car was actually beyond its time when it was actually put into production.

Sera

The Sera EXY-10 was available with a 1.5 L inline 4 engine. It came with either 4 speed automatic or a 5 speed manual transmission with Anti-Lock Braking system as an option. Only 15852 units were made between 1990 to 1996 and therefore, now becoming a rare collectible. The car is related to the Toyota Paseo, and shares similar floorpans, suspension, steering and brakes.

Toyota Sera's most distinctive feature is its butterfly doors, which open forward and up from the bottom and top of the A pillar (similar to the McLaren F1 and Saleen S7). The weight of the door is supported by a thick gas strut, but there is a balance system to help take into account changes in temperature inside the door. The door can be opened fully in a fairly confined space - only 43 cm clearance on either side of the car is needed, unlike the conventional doors on most cars.

The Sera came with an optional 'Live' surround sound system that included a pair of component speakers on the rear parcel tray, mounted in a tube that could rotate towards the passengers or the glass hatch. This premium sound package also included a small subwoofer as well as a centre speaker in the dash and is usually identified as "Super Live Surround Sound" or SLSS.

One drawback of the car is the large amount of glass that can create a solar load greenhouse effect inside the car causing interior temperatures to rise. All Seras came as standard with air conditioning to offset this problem. The advantage to the glass design is that occupants have excellent all-round visibility in contrast to most small coupes. Due to the overwhelming amount of glass, the vehicle body is not very rigid. This lack of rigidity affects the handling characteristics with body roll, although some of this behaviour can often be attributed to the age of the cars — a new original suspension is actually quite competent, although still somewhat at odds with the sporting image the car has acquired outside of Japan. Another disappointing feature is the small opening for the rear cargo area: measuring only 52 cm by 82cm. This boot (trunk) space is large enough to fit a small suitcase, but the rear seats fold down to increase storage area to an acceptable level, and the division between the rear seats and luggage area is removable. Ultimately the Sera is a practical design given its compact size.

The Toyota Sera was produced in three distinct versions, each available with either manual or automatic transmissions, standard (two speakers, fitted to the doors) or SLSS audio, and a wide range of options. The factory SLSS system (Super Live Surround Sound) had a DSP system with 10 speakers: Front cone x 2 (10cm, IIRC), Front Tweeter x 2, Centre Speaker (10 cm again), rear cones and tweeters in a stylish tube on the parcel shelf at the rear which could be rotated to reflect off the rear window or aim directly into the car, along with a rear subwoofer of adequate capability.

Phase I

The initial build features beige/tan interior or greyish blue depending on exterior colour, a bayonet fuel filler cap, and a ribbed woven seat material that is very hardwearing. Most of the production was completed in this phase, around 12,000 of the total 15,852 or so cars produced, from launch in March 1990 to May 1991.

Phase II

Phase II was produced, identifiable by different seat materials featuring a pastel pattern in the main sections with tan/greyish bolsters depending on interior colour, and a screw-type fuel filler cap. Around 2,300 Phase II cars were produced between May 1991 and June 1992.

Phase III

The final version of the Sera features a grey interior with seat fabrics that have a secondary colour to complement the exterior colour, some engine component revisions, side impact beams in the doors, optional airbags (which may have been accompanied by ABS - an option on all Seras - and three-point rear seat belts), stronger door struts to compensate for the side impact beams, and the only external change to the Sera - a solid plastic spoiler with LED high-level brake light incorporated.

The Phase III Sera also featured a limited edition model, the Amlux, named after Toyota's flagship building in Tokyo. (The Toyota Amlux is the world's largest automobile showroom situated in Ikebukuro. It is in a one of a kind oval-shaped high rise building that glows purple at night, but with a curious matte-finish look, and flashing white stobes.)

The Sera special edition Amlux version were based upon the phase III automatic SERA with SLSS. Special features included:

• Two-tone green paint • Special colour hubcaps • Blue tinted glass • Choice of 6 special colours of seat material designs • Rear seat cover • AMLUX logo on mats • AMLUX logo on door • Personalised name plate on the car • Personalised seat custion and also a special scarf

Tuning

The engine is the 5E-FHE developing 110 PS (108 bhp), and this is the largest capacity derivation of the E series engines, and the most powerful of the normally aspirated versions. The Toyota Starlet GT Turbo or Glanza engine, codename 4E-FTE, develops 135 PS (133 bhp) as standard and has been successfully transplanted in a number of Seras in Japan, Australia and the UK. The Starlet Turbo can be tuned to give substantially more than released by Toyota. In order to achieve these levels of power (175-200 hp) it is necessary to make quite a number of changes - exchanging the intercooler for a larger version and relocating to the front bumper, a revised exhaust, a revised induction kit, plus a number of electronic devices to revise the fuelling and turbo boost safety points. Another option is to use the 4A-GE engine (black top with map sensor) which can produce around 165 hp (123 kW) giving the car a weight to power ratio of 5.63 kg/hp - in comparison the Mazda RX-8 has a weight to power ratio of 5.93 kg/hp (see Power-to-weight ratio). With a Standalone Engine Management System (EMS/ECU) and various other engine modifications, the 4A-GE can easily be made to produce around 200 hp (150 kW). With a T4 turbo, more than 230 horses. At least two cars in Japan claim to have 300 bhp (220 kW) and one in Australia with a claimed 290 bhp (216 kW). This is an expensive conversion as the engine and transmission have to be strengthened, cooling and fuel issues have to be solved as well as improvements to the brakes and handling.

Accessories and aftermarket exterior styling/parts

Optional accessories for the Sera at launch included an in car fax, "fragrance synthesizer", CleanACE cabin filter (relatively common - for an accessory. Many accessories are extremely rare), parking sensors, bodykits, ski-racks which attach to the doors, and a different set of seat covers and mats in a striking colour combination.

There are several designs of bodykit available for the Sera. They popular ones are made by G5 Speed Garage (Japan), Quest Power: Type-A (Japan), Cia Style Kit (UK), Andros rear bumper (Cyprus), X-Racing (Australia). Sera bodykits mainly include redesigned and grounded front bumpers, front splitters, Carbon Fibre bonnets, Wheelarch trims, Front bumper extensions, side skirts, rear spoilers, wide arch kits, headlamp eyelids and body mounted rear wings.

One criticism that can be leveled at the Sera is that the suspension is equipted with too soft springs for a sporting coupe. To compensate this problem, there is after a market handling package available, developed with the assistance of Leda Suspension. This gives the car a firmer and more sporting drive with less pronounced and more progressive body roll characteristics. The car is lowered slightly as well giving a more aggressive appearance. The kit contains: 1 pair of front dampers, 1 pair of front progressive rate springs, 1 pair of rear dampers, 1 pair of rear progressive rate springs.

Other features

Projector head light

The Sera/EXY-10 was one of the first cars to feature projector headlights (though the 1988 AXV-II concept model featured conventional lights). The Alfa Romeo Stradale is believed to be the first car to feature dihedral doors, which like the Sera, features windows that curve upward into the 'roof' section of the vehicle.

The Sera is still very well supported by Toyota for spares, and many UK dealers are happy to order parts and service the car.

In Australia, most Seras will have required three-point seatbelts and side impact beams to be fitted for compliance. There may be benefits to importing a later model to avoid this third-party work.

Present Status

Now, over a decade since the Sera was launched, the Sera is enjoying a renaissance in popularity, and is becoming recognised as a future classic. Over the past few months, prices of Seras in Japan have risen, not just because of demand from buyers intending to import the car from Japan, but also due to increasing demand for these cars in Japan.

>>Toyota SA

Toyota SA

The SA was Toyota's first new passenger car design (as opposed to updating the AA) after World War II. It was the first in a family of vehicles before the introduction of the Crown. A series of light trucks also shared the chassis and major components of these passenger cars.

All of these vehicles were sold under the Toyopet name.

SA

SA
Manufacturer	Toyota
Production	1947 to 1952
Assembly	Japan
Predecessor	AE
Successor	SD
Class	large family car
Body style(s)	sedan
Layout	front-engine, rear-wheel drive
Platform	backbone chassis
Engine(s)	Type S
Transmission(s)	3 speed manual
Wheelbase	2400 mm
Length	3800 mm
Width	1590 mm
Height	1530 mm
Curb weight	1170 kg
Related	SB, SC
Designer	Dr Kazuo Kumabe

The SA was Toyota's first true post war design. It differed from all previous Toyota cars by having a 4 cylinder engine (previously a 6 cylinder was used), 4 wheel independent suspension (previously using rigid axles with leaf springs) and a smaller, aerodynamic body. The project was driven by Kiichiro Toyoda under the wisdom of his father's (Sakichi Toyoda) words, "Stay ahead of the times" but most of the design work was done by Dr Kazuo Kumabe.

The body was aerodynamic in a style similar to the Volkswagen Beetle. Only a two door sedan was made, making it unsuitable for the taxi market. The doors were arranged to open rearwards (often called suicide doors). The front window was a single pane of flat glass with a single wiper mounted above the driver. Only right hand drive was offered.

Toyota engineers (including Dr Kumabe) had visited Germany before World War II and had studied the 16 cylinder Auto Union racing car (independent suspension) and Porsche and Volkswagen designs (independent suspension, aerodynamic bodies, backbone chassis, rear mounted air cooled engines, economical production cost). Many Japanese companies had ties with Germany during the war years but most partnered with British or American companies after the war and thus used technologies commonly used in Britain or America. But Toyota did not partner with a foreign company, so it was free to use German designs. Many features of the prototype Beetle were subsequently put into the SA, although the Beetle's rear mounted air cooled engine feature was not used. Later on, Toyota revisited the economic principles exemplified by the Beetle when designing the Publica and the Corolla.

Dates and Production Figures

Although permission to begin full production of passenger cars in Japan was not granted until 1949, limited numbers of cars were permitted to be built from 1947, and the Toyota SA was one such car. Design work started at the end of 1945 when the GHQ let it be known that authorised commercial production of vehicles for the general public would be commencing soon. This model was introduced in January 1947, with a prototype (which had been under development for more than a year) being completed at that time.

Production occurred from October 1947 through May 1952 (overlapping with the 1949-introduced SD), with a total of only 215 being built. The first car to be produced by Toyota in the postwar period was the AC, which had first been produced in 1943-1944. Fifty were built for government and military use in 1947, and three more were assembled in 1948. Since only 54 cars were built by Toyota in 1947, this leaves four Model SA production cars to be built at the end of that year, not counting the prototype.

Eighteen SA cars were built in 1948, and from 1949-1952, 193 more were built. No breakdown exists between models after 1948; only yearly passenger-car grand totals are extant.

Mechanicals

This model introduced the Type S straight-4 water cooled engine, conventionally mounted in the front of the car and driving through the rear wheels. Two small grills at the front allowed air for the engine's radiator. Transmission was by a 3 speed manual gearbox and a Hotchkiss drive (previous Toyotas used a torque tube) to a rear mounted differential. The final drive gear ratio was 7.17:1 .

More unconventional was the use of a backbone chassis and four wheel independent suspension. A-arm suspension (short upper arm, long lower arm) with coils was used at the front and swing axle suspension with semi-trailing arms, Panhard rods and a transverse semi-elliptical leaf spring was used at the rear.

SB

SB
Manufacturer	Toyota
Production	1947 to 1952
Assembly	Japan
Successor	SG
Class	light truck
Layout	front-engine, rear-wheel drive
Platform	ladder frame
Engine(s)	Type S
Transmission(s)	3 speed manual
Wheelbase	2400 mm
Length	3950 mm
Width	1590 mm
Height	1725 mm
Curb weight	1125 kg
Related	SA, SC, BJ

A light truck using the running gear from the SA but with a ladder chassis and solid axles front and rear, both with semi-elliptical springs. The SB was popular with the general public and also with the American occupation forces, which ordered it in large numbers.

The SB was offered with commercial bodies only but many dealers and owners had sedan bodies made for them. Toyota contracted the Kanto Denki factory to produced a sedan body and wagon on the SB chassis as the SC. A small number of police cars were made by adding a special body with a canvas top, 4 canvas doors and a fold down front window for the Japanese Police Reserve Force but they were not popular.

The SB chassis was combined with the Type B engine, four wheel drive and a utilitarian body to make the Toyota BJ, which was later known as the Toyota Land Cruiser.

Dates and Production Figures

Produced from 1947.

Mechanicals

The SB used the same engine and gearbox as the SA. A conventional ladder frame chassis was used with conventional semi-elliptical springs and solid axles front and rear.

SC

SC
Manufacturer	Toyota
Production	3 prototypes in 1948
Assembly	Japan
Predecessor	SA
Successor	SD
Class	large family car
Body style(s)	sedan
Layout	front-engine, rear-wheel drive
Platform	ladder frame
Engine(s)	Type S
Transmission(s)	3 speed manual
Related	SB

The SB light truck was offered with commercial bodies only but many dealers and owners had sedan bodies made for them.Toyota contracted the Kanto Denki factory to produced a sedan body and wagon on the SB chassis as the SC. However, production of the SA sedan continued and the SC was not put into production. When production of the SA stopped, a revised version of the SC was made as the SD.

Dates and Production Figures

3 prototypes were built but the SC did not go into production.

Mechanicals

Same as the SB.

SD

A passenger car using the same chassis and suspension as the SB.

Dates and Production Figures

Produced from 1949 to 1951.

Mechanicals

Same as the SB.

SF

SF
Manufacturer	Toyota
Production	from 1951
Assembly	Japan
Predecessor	SD
Successor	RH
Class	large family car
Body style(s)	sedan
Layout	front-engine, rear-wheel drive
Platform	ladder frame
Engine(s)	Type S
Transmission(s)	3 speed manual
Wheelbase	2500 mm
Length	4280 mm
Width	1590 mm
Height	1600 mm
Curb weight	1250 kg

An update to the SD.

Dates and Production Figures

Produced from October 1951 to 1953.

Mechanicals

Same as the SD.

SG

SG
Manufacturer	Toyota
Production	1952-1954
Assembly	Japan
Predecessor	SB
Successor	SK
Class	light truck
Layout	front-engine, rear-wheel drive
Platform	ladder frame
Engine(s)	Type S
Transmission(s)	3 speed manual
Wheelbase	2500 mm
Length	4195 mm
Width	1595 mm
Height	1735 mm
Curb weight	1170 kg

An update to the SB, sharing components with the SF.

Dates and Production Figures

Produced from 1952 to 1954.

Mechanicals

Same as the SF.

RH

A further update to the SF but with the newly designed Type R engine. The RHN's body was made by the New Mitsubishi Heavy Industrial Manufacturing Co. and the RHK's body was made by Kanto Auto Work, Ltd.

The RH was also made into BH26 Police Patrol Car and the BH28 Ambulance by using the Type B 6 cylinder engine and a longer front end. The RH was succeeded by the similar 1955 RR Master and the much more modern 1955 RS Crown.

The RH was also known as the Super.

Dates and Production Figures

Produced from 1953 to 1955.

Mechanicals

Same as the SF except for the new Type R engine.

RR

The RR Master was a further update to the SF/RH with an updated body.

The RS Crown was designed to replace the Super in 1955 but Toyota wasn't sure if its independent front coil suspension and its suicide type rear doors were too radical for the taxi market to bear. So the Super was updated, renamed the Master and sold alongside the Crown. When sales of the Crown proved worthwhile, the RR Master was discontinued in November 1956. Production facilities for the Master were transferred to the Crown.

The RR Master's body panels were used in cut-down form as an economical and fast way to design the new ST10 Corona in 1957. A later variant of the Crown was called the Masterline to distinguish it from other variants of the Crown.

Dates and Production Figures

Produced from January 1955 to November 1956.

Mechanicals

Same as the RH.

>>Toyota G1

Toyota G1

The Toyota G1 was the first truck built by the company that became Toyota. It was 20 feet (6 m) long, could carry 1.5 tons and was loosely based on similar class Ford and GM trucks.

The G1 was succeeded by a line of similar Toyota trucks as technology progressed. The entire series was replaced by the BM truck in 1947.

G1

Kiichiro Toyoda's desire was to produce automobiles. Unfortunately, the A1 passenger car that was under development in 1935 was unlikely to sell well due to Japan's low economy. Work still progressed on the A1 but emphasis was shifted to a truck derived from the same engine and chassis (slightly lengthened).

The financial resources of the parent company, Toyoda Automatic Loom Works, were stretched almost to breaking point and large loans were required to put the G1 into production. The total cost of the G1 development was well several times the annual profits of Toyoda.

The G1 was sold as a Toyoda. The company changed it's name from Toyoda to Toyota at the introduction of the G1's successor, the GA.

Since this was Toyoda's first production vehicle, there were still many problems to be solved. When the first production examples were driven to Tokyo for the motor show, they were packed with many spare parts. These spare parts were in case something broke during the trip - luckily only a few replacement parts were required. Early sales were only to people who were sympathetic to local manufacturers and who were willing to endure many failures. To support them, design engineers from the factory were often sent to do repairs in order to learn which parts needed the most attention. For example, broken rear axle housings were common until new welding methods were developed. Repairs were done for free and sometimes entire trucks were replaced for free. Rectifications were then applied as running changes on the production line.

Dates

The G1 prototypes were completed in August 1935, shown to the public in November 1935 and released for sale in December 1935. This was just in time to meet the government deadline for licensing motor vehicle producers.

Mechanicals

The G1 used the 3389 cc Type A 6 cylinder engine that was also used in the A1 and AA. It produced 62 hp (46 kW).

A single solid axle housing with 2 single wheels was used at the front while a single solid axle housing with 2 pairs of double wheels was used at the rear.

GA

A minor update to the G1.

Dates and Production Figures

The GA replaced the G1 in September 1936.

Mechanicals

Similar to the G1.

GB

A minor update to the GA.

Dates and Production Figures

Production was 19870 units between 1938 and 1942.

Mechanicals

Similar to the GA.

KB

An update to the GB to make it more suitable for war time production. The body was still made from steel but was of a simpler design with less curves.

Dates and Production Figures

Production was 21130 units between 1942 and 1944.

Mechanicals

Similar to the GB.

KC

Scale model of a Toyota KC aircraft starter truck, minus the starting equipment.

Scale model of a Toyota KC aircraft starter truck, minus the starting equipment. This is a very early version that still has curved guards over the wheels. Later versions had flat guards and a single headlight.

An update to the KB to make it even more suitable for war time production in times of limited material availability. Emphasis was on reducing the cost of materials. The engine cover was still metal but other body panels were made from plywood. The body design was extremely square, with only simple curves used on the engine cover and a flat radiator with no grill. Only a single headlight and only rear brakes were used.

The KC truck was used on Japanese military airfields to start aircraft engines. A power take-off was taken from after the gearbox. It rose behind the cabin and then projected forward. This was mated to the spinner on an aircraft's propeller to start the aircraft engine. Because it wasn't used for heavy cargo, the cargo bed was narrow and the rear wheels were singles instead of the normal doubles. Also, the cabin was very basic, having plywood sides, no doors and a canvas roof. Running boards were unique to the starter truck due to the narrow cargo bed. Hasegawa made a 1:72 scale plastic model of the KC starter truck labelled as "Starter Truck Toyota GB", even although the real GB had a curved radiator grill and more complex bodywork.

Dates and Production Figures

The KC was introduced in 1943.

Mechanicals

Similar to the KB.

KCY

A military Amphibious_vehicle vehicle using a metal boat style hull and KC truck mechanicals.

Dates and Production Figures

Production was 198 units between November 1943 and August 1944.

Mechanicals

The engine, gearbox, suspension and rear axle were based on the KC mechanicals. In addition, 4 wheel drive was added via a 2 speed transfer case. Water propulsion was by a PTO driven propeller. Brakes were hydraulic.

>>Toyota Revo

Toyota Revo

The Toyota Revo (Full Name: Toyota Tamaraw FX Revo) was introduced in the Philippines in 1998, an offshoot of the successful Toyota Tamaraw FX. Its direct ancestor is the successful Toyota Tamaraw. Its development was paralleled in Indonesia with the Toyota Kijang.

Names

This vehicle is also known under the names in the following countries:

Unser - Malaysia
Zace - Vietnam, Taiwan
Tamaraw FX Revo/Revo (for "Revolution") - Philippines
Condor - Africa
Kijang - Indonesia, Brunei
Qualis ^[3] - India, Nepal

Variants

Model variants in Philippines are DLX, GL, GLX, SR (Sport Runner, in 1.8L and special 2.0L variants), SR-J (Sport Runner J), GSX (2.0L), VX200, VX200-J (both 2.0L) and VX240D). There was also a limited LXV edition Revo with gold trimmed emblems and a 1.8L engine.

All comes in gasoline and diesel variants, manual or automatic transmission. The SR, SR-J, VX200, VX200-J, and VX240D have special decals; the SR-J and VX200-J have special emblems (a red "J" after the "SR" or "VX200" emblem). There was a special edition Sport Runner with a 2.0L engine, which can be distinguished by its power antenna.

Final revisions to the Revo (before the Innova) includes new front grill and tail light designs, and the high-end versions got them and in-dash AV gear and electric voltage inverters (for playing all sorts of gadgets like Sony PlayStation) on higher-spec Revos.

History

Vehicle history before Revo:

1970s-80s: Tamaraw AUV
1991(oct)-199?: FX-HSPU
1993(dec)-1997: FX (Diesel 2.0[2C]; Gas 1.5[5K]; Gas 1.8[7K]

History of Revo:

1998(sep)-2004: Revo Diesel 2.4[2L]; Gas 1.8[7K-E]; Gas 2.0[1RZ-E]

Successor of Revo: Avanza, although many consider the IMV platform Innova to be its spiritual successor.

1st Generation (1970s to 1980s)

The Toyota Tamaraw (named for the Tamaraw, a small wild buffalo, Bubalus Mindorensis) started as a small high-side pick-up (HSPU) with the 1.2L "3K" gasoline engine, and was produced by the now-defunct Delta Motors, which assembled Toyota vehicles in the Philippines. It had a four-speed transmission. Because of its ruggedness and ease of maintenance, some of these vehicles still survive today, and its designs are sometimes copied or modified by local assemblers to this day. As competition, General Motors, by way of Francisco Motors, had the Harabas and the Pinoy, Ford had the 1.3L and 1.6L Fiera I, II, and III, and Chrysler-Mitsubishi had the smooth-running and high-revving 1.4L "Neptune"-powered Cimarron. It shares a lot of its looks with the first-generation Kijang. Both the Fiera and the Tamaraw became the choice for the Philippines' Department of Public Works and Highways as a utility vehicle. The Cimarron, on the other hand, along with the Tamaraw and the Fiera, became means of public transport in mountainous areas with no paved roads.

2nd Generation (1980s to 1990s)

The Toyota Tamaraw grew from a small vehicle to a larger HSPU, which also became powered by a 2.2L diesel engine and a five-speed manual transmission. It still retained the ruggedness of the old Tamaraw and is ideal for rough roads. It was then still assembled by Delta Motors. It was in direct competition with the 2.5L diesel Mazda-powered Ford Fiera IV (4th Gen), and the C190-powered Isuzu KC series. Again, it shares a few design hints with the Kijang, except the front grill. A local Philippine auto brand, Dragon, has took the designs of the diesel Tamaraw and marketed it. Also around this time Nissan, through its local assembler Universal Motors, assembled and marketed their own version, the Bida (Tagalog, hero).

3rd Generation (1991-1993)

Toyota launched the Tamaraw FX HSPU, which resembles the 2nd generation Tamaraw, but with a whole host of new features including power steering and air conditioning, with the option of installing extra rail-mounted lights on the roof. It came in gasoline and diesel variants. Its front fascia resembles that of the second-generation Kijang. The Tamaraw FX was assembled by Toyota Motors Philippines.

4th Generation (1993-1997)

The Tamaraw FX HSPU was adopted into a ten-seater vehicle to become the Tamaraw FX Wagon. It was embraced not only by families but also the taxi business, where it drew unfair competition to their car counterparts. There were two variants: one with a 1.8L gasoline engine and one with a 2.4L diesel engine (the 240D), each with a 5-speed manual transmission. Design-wise, it resembles the third-generation Kijang.

5th Generation (1998-2004)

Toyota reworked the Tamaraw FX into the Revo, which now features the amenities of an SUV but still within the limits of an AUV. Initial variants were the DLX (entry level), GL, GLX, and SR (Sport Runner), with either a 1.8L gasoline engine or a 2.4L diesel engine mated to either a 5-speed manual or automatic transmission. It underwent two revisions (2002 and 2004) and two special releases (the LXV and the 2.0L SR) since its launch in 1998. The VX range (VX200 and VX240D), as well as the J-Spec Revos (SR-J, VX200 J), and the 2.0L GSX was launched in 2002. It shares a few things with the fourth-generation Kijang.

Following this lead by Toyota, other car makers entered the AUV race: Isuzu has entered the race with the Hi-Lander (which later evolved into the Crosswind, the Crosswind Sportivo, and the Alterra--all SUVs); Mitsubishi took its Taiwanese Freeca and unleashed it in the Philippines as the Adventure; and Honda took the CR-V crossover car to the Philippines and reclassified it into an AUV, which became an almost instant hit (but leaving its former competition, the Toyota RAV4, uncontested).

The Tamaraw FX/Revo was dropped in 2006 for no reason, despite the fact that even up to the last minute the Revo was available, demand for this AUV was still high. Its "successors," the Avanza and the Innova were not its successors simply because they perform nowhere near the level of versatility the REVO has shown. The Avanza is a small MPV with a body similar to Innova, (hence the moniker "baby Innova"), thus it is not a predecessor of Revo, because it is smaller. The Innova is not a predecessor of the Tamaraw FX REVO, mainly because the REVO has one advantage the Innova doesn't have: leaf spring suspensions, which allows the REVO to haul heavier loads and more people than the Innova (equipped with softer coil springs), hence it assures users of its versatility.

Eventually, Mitsubishi filled the vacuum the Revo left with its 2007 Fuzion.

Type

Toyota Revo is considered an AUV ( Asian Utility Vehicle ).

Specifications

Engines

1RZ-E 2.0L, for VX Class and GSX

4-cylinder in-line SOHC gasoline engine
Displacement: 1,998 cc
Bore and Stroke: 86.0mm x 86.0mm
Compression Ratio: 9.0:1
Max Output: 97 HP / 4,800 RPMs
Max Torque: 161 Nm / 2,800 RPMs
Fuel Supply: EFI

7K-E 1.8L, for SR, GLX Gas, GL Gas, and DLX Gas

4-Cylinder in-line OHV gasoline engine
Displacement: 1,781cc
Bore and Stroke: 80.5mm x 87.5mm
Compression Ration: 9.0:1
Max Output: 94 HP / 5,000 RPMs
Max Torque: 155Nm / 3,200 RPMs
Fuel Supply: EFI

2L, 2.4L, for all Diesel Revos

4-Cylinver in-line OHC diesel engine
Displacement: 2,446cc
Bore and Stroke: 92.0mm x 92.0mm
Compression Ratio: 22.2:1
Max output: 86HP / 4,200 RPMs
Max Torque: 165 Nm / 2,500 RPMs
Fuel Supply: Distribution Type Fuel Injection

Models

VX200

Variants: 2.0L Gas A/T (Leather) - RZF81L-GRPNEMD, 2.0 Gas A/T - RZF81L-GRPNEMC, 2.0 Gas M/T - RZF81L-GRPNEMD (a diesel variant, the VX240D, was also available, powered by the 2L engine)

Engine: 1RZ-E, 2L (for the VX240D)

Chassis: Suspension for Front/Rear: Double Wishbone (Torsion bar Type) with stabilizer Bar/Rigid Axle, Leaf Springs; Brakes: Front: Ventilated Discs; Back: Drums; Steering System: Rack and Pinion with Power Assist; Tires/Wheels: 195/65R15 / 6JJx15" Alloy; with Side Door Impact Beams

Dimensions:

Overall Length x Width x Height: 4,610mm x 1,710mm x 1,780mm
Wheelbase: 2,650mm
Tread: front: 1,445mm; Rear: 1,430
Minimum Turning Radius: 4.9m
Fuel Tank Capacity: 55 liters
Seating Capacity: 10 people
Curb Weight: 1,490 kg (2.0 Gas A/T Leather), 1,485 kg (2.0 Gas A/T), 1,465 kg (2.0 Gas M/T)

Exterior:

Multi-reflector Halogen front headlamps
multi-reflector bumper-mounted foglamps
color keyed extended front and rear bumper
bumper overider (unique to VX Class)
side/back door cladding
side skirts
overfenders
color keyed rear spoiler with integrated high mount stop lamp
roof rail
black with chrome windshield moulding
window visors (unique to the VX Class)
power antenna, fender mounted
large chrome side view mirrors
chrome outside door handles
body side stripes
chrome roof drip mouldings
chrome rear license plate ornaments
rear window defogger, with timer
muffler cutter (unique to the VX Class)

Interior:

power windows (one-touch operation), power door locks, power side view mirrors
sunvisor with vanity mirror on passenger side
leather seats and door trim (on the 2.0 Gas A/T Leather VX200), moquette seats and door trim (for the 2.0 Gas A/T and 2.0 Gas M/T)
1+2 Separate, Full-Reclining seats (driver and front passenger) with Driver-side back pocket
2+1 Split Folding, Reclining Seats with center Armrest
2+2 Parallel retractable Rear seats, retractable (at the back)
Driver-side Seat back Pocket
2 three-point seatbelts + 1 two-point seatbelt in the front and rear
headrests, two each for front and rear, adjustable
Wood Grain Trim on the dash and central control cluster
Dashboard lower panel cover
three-spoke leather steering wheel
Key/Lamp Turn Off Warning Buzzer
Dome and Roof integrated illuminated entry system
Door Ajar Warning
Child protection locks

Dealer Options:

Dual-Type A/C with 4 speed blower
Keyless Entry (Toyota Vehicle Security System/TVSS)
KENWOOD 2-DIN 3-in-1 Radio Cassette/In-Dash Single CD Player (for 2.0L Gas Leather)
ALPINE 1-DIN Radio/In-Dash Single CD Player (for 2.0 Gas A/T / M/T)

-(later upgraded to a A-V Package for the last revision)

4 front speakers and 2 rear speakers

SR (Sport Runner)

Variants: 1.8 Gas A/T (KF80L-GRPNEMA), 1.8 Gas M/T (KF80L-GRMNEMA), 2.0 Gas A/T (SR-J), 2.4 Diesel M/T (LF80L-GRMDSM)

Engine: 7K-E (1.8L), 1RZ-E (2.0L), 2L (2.4L)

Dimensions:

Overall Length x Width x Height: 4,505mm x 1,710mm x 1,780mm
Wheelbase: 2,650mm
Tread: front: 1,445mm; Rear: 1,430
Minimum Turning Radius: 4.9m
Fuel Tank Capacity: 55 liters

-Seating Capacity: 10 people -Curb Weight: 1,415 kg (1.8 A/T), 1,395 kg (1.8 M/T)

Exterior:

Multi-reflector Halogen front headlamps
multi-reflector bumper-mounted foglamps
color keyed front and rear bumper
side/back door cladding
side skirts
overfenders
color keyed rear spoiler with integrated high mount stop lamp
roof rail
black windshield moulding
pillar antenna (power fender-mounted antenna on the SR-J)
large color-keyed side view mirrors
black outside door handles
body side stripes (SR-J models have a distinctive stripe design apart from ordinary SRs)
rear window defogger, with timer
chrome rear license plate ornaments

Interior:

power windows (one-touch operation), power door locks, power side view mirrors
sunvisor with vanity mirror on passenger side
moquette seats and door trim
1+2 Separate, Full-Reclining seats (driver and front passenger) with Driver-side back pocket
2+1 Split Folding, Reclining Seats with center Armrest
2+2 Parallel retractable Rear seats, retractable (at the back)
Driver-side Seat back Pocket
2 three-point seatbelts + 1 two-point seatbelt in the front and rear
headrests, two each for front and rear, adjustable
Dashboard lower panel cover
three-spoke leather steering wheel
Door Ajar Warning
Child protection locks

Dealer Options:

Dual-Type A/C with 4 speed blower
Keyless Entry (Toyota Vehicle Security System/TVSS)
ALPINE 1-DIN Radio/In-Dash Single CD Player (with VCD package which includes in-dash and in-headrest monitors for the 2004 Toyota Revo SR 1.8 A/T Leather only)
4 front speakers and 2 rear speakers

GSX

Variants: 2.0L Gas A/T (RZF81L-GRPNEM), 2.0L Gas M/T (RZF81L-GRMNEM)

Engine: 1RZ-E

Dimensions: Overall Length x Width x Height: 4,495mm x 1,670mm x 1,775mm Wheelbase: 2,650mm Tread: front: 1,445mm; Rear: 1,430 Minimum Turning Radius: 4.9m Fuel Tank Capacity: 55 liters Seating Capacity: 10 people Curb Weight: 1,470 kg (A/T), 1,450 kg (M/T)

Exterior:

Multi-reflector Halogen front headlamps
multi-reflector bumper-mounted foglamps
color keyed front and rear bumper
color keyed rear spoiler with integrated high mount stop lamp
black with chrome windshield moulding
power antenna, fender mounted
large chrome side view mirrors
chrome outside door handles
body stripes
chrome roof drip mouldings
chrome rear license plate ornaments
rear window defogger, with timer

Interior:

power windows (one-touch operation), power door locks, power side view mirrors
sunvisor with vanity mirror on passenger side
moquette seats and door trim (for the 2.0 Gas A/T and 2.0 Gas M/T)
1+2 Separate, Full-Reclining seats (driver and front passenger) with Driver-side back pocket
2+1 Split Folding, Reclining Seats with center Armrest
2+2 Parallel retractable Rear seats, retractable (at the back)
Driver-side Seat back Pocket
2 three-point seatbelts + 1 two-point seatbelt in the front and rear
headrests, two each for front and rear, adjustable
three-spoke urethane steering wheel
Key/Lamp Turn Off Warning Buzzer
Dome and Roof integrated illuminated entry system
Door Ajar Warning
Child protection locks

Dealer Options:

Dual-Type A/C with 4 speed blower
Keyless Entry (Toyota Vehicle Security System/TVSS)
ALPINE 1-DIN Radio/Cassette CD Ready
4 front speakers and 2 rear speakers

GLX

Variants: 1.8 Gas A/T (KF80L-GRPNEM, 1.8 Gas M/T (KF80L-GRMNEM), 2.4 Diesel M/T (LF80L-GRMNSM)

Engine: 7K-E (Gas), 2L (Diesel)

Exterior:

Multi-reflector Halogen front headlamps
multi-reflector bumper-mounted foglamps
color keyed front and rear bumper
black windshield moulding
pillar antenna
color-keyed large side view mirrors
black outside door handles
body side stripes
rear window defogger, with timer

Interior: same as GSX but with no illuminated entry system and no key/lamp turn off warning

Dealer Options: same as GSX

GL Variants: 1.8 Gas M/T (KF80L-GRMDEM),2.4 Diesel M/T (LF80L-GRMDSM)

Engines: 7K-E (Gas), 2L (Diesel)

Chassis: Suspension for Front/Rear: Double Wishbone (Torsion bar Type) with stabilizer Bar/Rigid Axle, Leaf Springs; Brakes: Front: Ventilated Discs; Back: Drums; Steering System: Rack and Pinion with Power Assist Tires/Wheels: 185/80R14 / 5J x 14" with full cap; with Side Door Impact Beams

Dimensions:

Overall Length x Width x Height: 4,495mm x 1,670mm x 1,775mm
Wheelbase: 2,650mm
Tread: front: 1,445mm; Rear: 1,430
Minimum Turning Radius: 4.9m
Fuel Tank Capacity: 55 liters
Seating Capacity: 10 people
Curb Weight: 1,350 kg (Gas), 1,480 kg (Diesel)

Exterior:

Multi-reflector Halogen front headlamps
color keyed front and rear bumper
color keyed rear spoiler with integrated high mount stop lamp
black windshield moulding
pillar antenna
black side view mirrors
black outside door handles

Interior:

No power features
sunvisor for both driver and passenger but no vanity mirror in passenger side
seat/door trim material made of flat woven fabric
1+2 Separate, Full-Reclining seats (driver and front passenger)
2+1 Split Folding, Reclining Seats
2+2 Parallel retractable Rear seats, retractable (at the back)
2 three-point seatbelts + 1 two-point seatbelt in the front only
headrests, two each for front and rear, adjustable
three-spoke urethane steering wheel
door ajar warning
child protection lock

Dealer Options:

A/C system (dual type, 4-speed blower)
no keyless entry
FUJITSU TEN 1-DIN Radio/Cassette (CD ready)
2 speakers at the front only

DLX (Entry Level)

Variants: 1.8 Gas M/T (KF80L-GRMREM), 2.4 Diesel M/T (LF80L-GRMRSM)

Engines: 7K-E (Gas), 2L (Diesel)

Chassis: Suspension for Front/Rear: Double Wishbone (Torsion bar Type) with stabilizer Bar/Rigid Axle, Leaf Springs; Brakes: Front: Ventilated Discs; Back: Drums; Steering System: Rack and Pinion with Power Assist; Tires/Wheels: 185/80R14 / 5J x 14" with center ornament; with Side Door Impact Beams

Dimensions:

Overall Length x Width x Height: 4,495mm x 1,670mm x 1,775mm
Wheelbase: 2,650mm
Tread: front: 1,445mm; Rear: 1,430
Minimum Turning Radius: 4.9m
Fuel Tank Capacity: 55 liters
Seating Capacity: 10 people
Curb Weight: 1,310 kg (Gas), 1,440 kg (Diesel)

Exterior:

Standard Halogen front headlamps
color keyed front and rear bumper
color keyed rear spoiler with integrated high mount stop lamp
black windshield moulding
pillar antenna
black side view mirrors
black outside door handles

Interior:

no power features
sunvisor for driver and front passenger
vinyl seat and door trim
1+2 Separate, Full-Reclining seats (driver side)
2+1 Split Folding rear seats
2+2 Parallel back seats, retractable
2 three-point seatbelts + 1 two-point seatbelt in the front only
headrests, two each for front and rear, adjustable
three-spoke polypropylene steering wheel
door ajar warning
child protection lock

Dealer Options:

A/C system (dual type, 4-speed blower)
no keyless entry
FUJITSU TEN 1-DIN Radio/Cassette
2 speakers at the front only

Notes

In the Philippines some owners of lower-spec Revos modify them to resemble mostly the SR (Sport Runner) specification. They can be spotted by the lack of rear window demisters and/or power locks, features found in higher-spec Revos

>>Toyota RAV4 EV

Toyota RAV4 EV

Cutaway diagram of the RAV4EV drive system

The Toyota RAV4 EV is an all-electric version of the popular RAV4 SUV. It is powered exclusively by NiMH batteries.

Performance

The RAV4EV has a governed top speed of 78 miles per hour (126 km/h), a tested 0-60 time of around 18 seconds (depending on state-of-charge on the batteries) and a range of 80 to 120 miles (130 to 190 km). Mileage depends on the same factors as a traditional gasoline-powered vehicle, mainly rolling resistance and average speed (aerodynamic drag).

The RAV4EV has 24 12-volt 95Ah NiMH batteries capable of storing 27.4kWh of energy.

Charging

The RAV4EV's batteries can be recharged from being fully depleted to fully charged in about 5 hours. Charging is supplied via magnetic induction by a wall-mounted 6000-Watt (8 horsepower) charging unit on a 220 volt, 30 amp, North-American "clothes dryer"-type plug. The process of connecting the RAV4 EV to the home charger is as follows:

The driver parks the RAV4 EV with the vehicle's grille within 8 feet of the charger (usually the back wall of a garage).
The ignition is turned to 'off'.
A button is pressed on the dashboard that opens a door built into the RAV4 EV's grille.
The driver removes the cabled inductive charging paddle from the wall charger and inserts it into a receptacle behind the grille door.
The charger checks the connection automatically, and charges the RAV4 EV

This process is nearly identical to the process used to refuel a gasoline-powered car at a gas station pump, the only difference being the pump nozzle is a paddle shape, and the receptacle is in the RAV4 EV's front grille, instead of a gas tank towards the rear.

The time used to connect the RAV4 EV to the charger is approximately 2-3 seconds, when standing at the front of the vehicle.

Mileage Costs

As of May, 2006, charging a RAV4EV from full-dead to full-charge, at a rate of US$0.09 per kilowatt-hour, costs around $2.70. As of May, 2006, based on a gasoline price-per-gallon cost of US$3.00 and the non-EV 2003 RAV4 2-wheel-drive gasoline fuel efficiency of 27 mpg, the RAV4EV costs approximately 25% as much to fully charge, and makes mileage in the RAV4EV the cost equivalent to a 111.1-mile-per-gallon small SUV (2.12 L/100 km).

In addition, the RAV4EV has a charge timer built into the dashboard that enables the vehicle to start charging at a specific time. As the RAV4EV easily becomes the main cost of electricity in an average-sized home, this enables the owner to use a Time-Of-Day Meter to reduce electricity costs. This configuration is a standard practice with RAV4EV owners. The price of electricity at night depends on the carrier, but is usually in the range of 60% of the normal rate. In the use of charging the RAV4EV, this equates to a cheaper cost-per-mile, roughly equivalent to a vehicle capable of 166.6 mpg (miles-per-gallon) (1.41 L/100 km), based on a price of US$3.00 per gallon.

The United States Environmental Protection Agency listed mileage ratings for the RAV4EV in its yearly Fuel Economy Guide from 2000 through 2003. The 2003 model recorded city mileage equivalent to 125 mpg, and 100 mpg on the highway. Estimated combined mileage was 112 mpg.

For comparison, a reasonably modern European supermini may manage motorway travel at 5 L/100 km (47 mpg US) or 6.5 L/100 km in city traffic (36 mpg US), while an average North American mid-size car travels 9 L/100 km (27 mpg US) highway, 11 L/100 km (21 mpg US) city.

Wearable Items

The RAV4EV's battery system is a wearable item. Third party battery vendors charged approximately US$26,000 as of June 2007 on eBay for replacement packs. Toyota tested the RAV4EV in Japan for 300,000 miles over two years before introducing the vehicle in the United States. It should be noted that the economies of scale are affecting the replacement cost of the RAV4EV.

The remaining systems in the RAV4EV are comparable to the gas-powered RAV4, such as power brakes, power steering, air conditioning, tire wear and suspension components.

History

Prototyping

RAV4 EV pre-production prototypes were first released in a confidential evaluation program with electric utilities throughout the U.S. These prototypes were based on the smaller, shorter, two-door version of the RAV4. The prototypes included some versions fitted with Panasonic NiMH batteries, and others with high-performance Panasonic Lead-acid PbA batteries (the same ones that eventually found their way into the EV1 and other production GM hybrids). The RAV4EV prototypes also were equipped with on-board Level II chargers and connected via a front fender conductive charger coupling made by Yazaki Corporation. Both prototypes were well accepted.

The utility employee evaluators did not have to personally pay for the more costly and advanced NiMH batteries, and the NiMH RAV4 EV prototype received better reviews, due to its increased range. Its energy efficiency, however, was not as good as the PbA version. Due to the impracticality of developing two battery types for a limited volume program, Toyota opted for the higher-performance, higher-cost NiMH RAV4 EV. This resulted in a greater manufacturing cost, and higher purchase price.

A number of electric vehicle advocates voiced disappointment that the choice was made to manufacture only the NiMH version. Many electric vehicle advocates claim that automaker's choice of the NiMH battery worked against the 90's deployment of cost-effective electric vehicles based on PbA batteries, and that further development of Lead-acid technology could result in performance equal to NiMH, but at a substantially lower price. Their argument is that a usable electric vehicle is possible at a substantially lower price, and that the lower purchase price would foster greater acceptance of electric vehicles.

Corporate Purchasing

RAV4 EVs were only available for three-year fleet lease, not for sale and not for lease to the public, at a few dealerships beginning in 1997. In 2001, leases were made available to small "fleets of one" purportedly run by small businesses.

Public Availability

In March of 2002, due to a shift in corporate policy, the Toyota RAV4-EV was made available for sale to the general public, but only 328 of them. No one knows for certain what prompted Toyota to change their position on the RAV4-EV, since they had long since fulfilled their obligations under the MOA with the California Air Resources Board's zero-emissions vehicle (ZEV) mandate via its fleet lease program. There is speculation that the shift was the result of a Toyota Managing Director’s erroneous public statement at EVS-17 in Montreal that EV's were available for purchase. Perhaps in an effort to avoid embarrassment or perhaps to bolster consumer confidence Toyota changed their policy.

The MSRP was $42,000; but in California, ZIP-grant rebates of $9,000, decreasing in 2003 to $5,000, and a $4,000 credit from the Internal Revenue Service brought the price down to a more palatable $29,000 ($33,000 for some 2003 deliveries), including the home charger.

By November of 2002 the 328 RAV4-EV’s Toyota had committed to were sold, yet demand was continuing to build. Toyota was caught off-guard by the extent of the demand because the vehicle's retail buyers had outsold the projections far faster than the vehicles could be supplied to market - despite very little advertising, and very little public awareness of the product.

There was certainly a market for these vehicles, because many GM EV1, Ford Ranger EV and Honda EV Plus drivers had been reluctantly forced to surrender their cars – in some cases to the crusher – and had become disillusioned with the carmakers. Potential buyers were encouraged by the perception that Toyota was finally playing fair.

As it turned out there were more RAV4-EV's sold than there were cars available. It is noteworthy that Toyota did, in fact, play fair and filled every last order despite the fact that the last few dozen vehicles had to be painstakingly assembled from spare parts due to a shortfall of production components. This unexpected development caused deliveries to trickle on into September of 2003. It also caused variations in the vehicles such as heated seats, retractable antennae, mats, etc. As an example, seat covers ordered for a 2003 RAV4-EV won't fit, you must order them for the 1999 RAV4 gas model.

Once the last of the 328 EV’s was sold in November 2002, the website disappeared and the EV program was unceremoniously scrapped. No additional cars could be sold because Toyota didn’t have anything to sell. The RAV4-EV was based on the 1996-2000 gasoline powered RAV4, which had become obsolete. Production of additional vehicles would only be possible under one of two different scenarios. The first would be if the RAV4-EV was redesigned to fit the 2003 RAV4, the second would be if production of the 1996 version was resumed. Toyota claimed that tens of thousands of orders would have been necessary for them to resume or continue production, and development time would have been a major obstacle.

Whether or not Toyota wanted to continue production, it was unlikely to be able to do so, because the EV-95 battery was no longer available. Chevron had inherited control of the worldwide patent rights for the NiMH EV-95 battery when it merged with Texaco, which had purchased them from General Motors. Chevron's unit won a $30,000,000 settlement from Toyota and Panasonic, and the production line for the large NiMH batteries was closed down and dismantled. Only smaller NiMH batteries, incapable of powering an electric vehicle or plugging in, are currently allowed by Chevron-Texaco.

So for those seven months in 2002 a full-sized production electric car was available for sale to the general public for the first time in decades. Buying one wasn't easy, however; just one special sales person at only a dozen dealers - and only in California - was authorized to sell the Toyota RAV4-EV. If you weren't already aware of the car, you were generally unable to buy (or even see) one. Many would-be purchasers were steered instead to Toyota's Prius gasoline electric hybrid vehicle, despite having asked about the plug-in car.

Discontinuance

Toyota discontinued the RAV4 EV program one day after the passing of new air-quality requirements by CARB. CARB eliminated most of the Zero Emissions Vehicle requirement, substituting a greater number of partial zero-emissions vehicles (PZEVs) to meet the requirement. A Super Ultra Low Emission Vehicle (SULEV) category was also added. This program requirement was designed to obtain equivalent emissions reductions by substituting less expensive, more general purpose vehicles.

Continuing Support

Like other manufacturers, Toyota began destroying RAV4 EVs as they came off lease, after lease continuances were denied to owners. In 2005 an agreement was struck between Toyota and DontCrush.com (now PlugInAmerica.com) to stop the destruction and facilitate the continued operation of owned and leased vehicles. While no longer sold, the vehicle is still supported by selected Toyota service centers (mainly in California) and a strong owner community.

The RAV4EV is driven daily by hundreds of owners, now across the country. These owners have built up an online community and have worked out ways to add options to the RAV4EV never offered by Toyota, with the most popular being keyless door entry and cruise control.

Future Development

Toyota has not expressed interest in reviving the RAV4 EV line. Proponents for the RAV4 EV are hopeful that manufacturing processes will someday yield low-cost batteries capable of being powerful enough for the RAV4 EV drive system, and at a price that would be considered reasonable by the general public.

Due to the NiMH battery patent restrictions, development in replacement batteries for the RAV4EV (and other electric vehicles) continues with small firms building NiMH packs, and larger firms working on efficient manufacturing of Lithium Ion or other battery types.